Who: Casey Vantol
What: 1964 Chevy Malibu
Where: Orland, CA
Engine: The big-block's displacement is 505 ci, by way of a stock block, Eagle crank and rods, and either JE or Ross pistons (they were leftovers, and Casey can't remember the brand). Dart 310 heads were barely touched before being bolted on, the cam is top secret, and an old-school Barry Grant carb sits on a Dart single-plane intake with an N.O.S. Fogger nitrous setup with a progressive controller to alter the power curve depending on the tires being used. Tony Schroeder at Automotive Engine Specialties (AES) in Elk Grove, IL, put it together for them. A full MSD ignition system with a 7530 box lights the spark, and a Meziere electric water pump and big Summit aluminum radiator cools it with a billet overflow tank in the trunk so that if the engine pushes a head gasket and forces water into the overflow, it'll drain at the back of the car and not onto the tires. Casey has never dyno'd the engine but estimates it making around 1,000 hp with the nitrous flowing.
Exhaust: Lemons headers lead into 4-inch, oval tubing with an X-pipe and Spintech mufflers, which dumps in front of the rear axle.
Fuel System: A single Product Engineering fuel pump and filter feeds both the carb and the nitrous system, each of which has its own regulator and return line. The 20-gallon fuel cell, necessary when it was a street car, sends fuel to the pump through a -12 line, with a -10 out of the pump to the front of the car, where it splits into two -8 lines to the regulators.
Transmission: Pete at Hughes Performance hooked Casey up with one of its Powerglides with a Dedenbear case, 'brake, and a Hughes converter that stalls around 3,500 rpm. The shifter is a B&M Pro Bandit with buttons for the trans brake and line-lock.
Rearend: The rearend is a 9-inch Ford with a nodular iron case, a Strange spool and 35-spline axles, and 3.55:1 street gears. This ratio is used with the 8.5 tires, but when the taller and wider 28s are used, it's changed to a 3.89:1.
Suspension: Most of the suspension is from TRZ, including front control arms, rack-and-pinion steering, rear control arms, and an antisway bar. Hotchkis frame braces strengthen the rear crossmember. Casey says the springs in the front "are from some guy in Texas—I don't really know what they are." Rear springs are stock and have airbags that came with the car and are used for preload, and all four shocks are from Varishock, though Casey plans to swap the rears for a set of pricey Santhuff shocks in the near future.
Brakes: A Wilwood non-power master cylinder actuates Wilwood's basic drag brake package on all four corners.
Wheels/Tires: Highly polished Weld Alumastars hold Mickey Thompson 23x4.5-15 tires in front and M/T 26x10.5-15 ET Drag slicks in the rear.
Paint/Body: The body is stock, apart from an old, ill-fitting, 4-inch cowl hood that will eventually be replaced now that there are more aftermarket hoods for '64 Malibus than when they originally built the car. Eric Barron from Ramona (CA) Body Shop got the panels super straight before laying down the GM Torch Red paint.
Interior: Not much to report here. Matt's Fab Shop in Orland did the rollcage, and the guys did the rest of the interior using resto parts, Jaz aluminum buckets, and Auto Meter gauges. There are two buttons on the stock steering wheel—one for the transbrake (a duplicate of what's on the shifter) and another to back up with the 'brake. We like the fact that the stock rear seat is still there. Jimmy Robins from Chicago did the wiring.
Special Thanks: In addition to George Raygoza (the other half of the Vantol/Raygoza Racing team), Casey thanks his brothers Tom and Dan, NAPA Auto Parts, John's Tire and Muffler, AES, Pete at Hughes Performance, TRZ, Matt's Fab Shop, and all the wives and families. Finally, Mark Pettersen does the team's nitrous bottle refills "out of his own little speed shop" in Orland.