Except for the bodywork and paint, all this effort transpired within the tight confines of Randy's two-car garage alongside his house. Once the bodywork took shape, it finally came time to commit to the powerplant. Actually, it wasn't a tough decision, because almost from the beginning, Randy knew it had to be an LS7. The engine's 427 inches made the perfect connection between past Chevelle glory and current technology, so he spent the coin and bought a GM Performance Parts LS7 crate engine complete with its all-aluminum Gen III technology, including titanium connecting rods and massive CNC-ported heads. But while it would be sufficient for most car builders to just stuff this alloy overachiever between the fenderwells, Randy elected to send the engine to Jeff, who has been perfecting LS7 engine combinations for many of his street-pounding Schwartz Extreme Performance customers. Jeff added a set of German-built Mahle forged pistons to replace the factory slugs but retained the rest of the internal components and added a pair of Wegner Motorsports valve covers. Dyno testing made sure the numbers were right, and when Jeff delivered the engine back, it was making an honest 560 hp at 6,250 rpm. When we dyno'd the Chevelle at the Street Machine of the Year competition, it delivered 442 rear-wheel horsepower, which is roughly a 20 percent difference. Luckily, we don't have to verbally abuse Randy for choosing an automatic to fit behind this monster LS7 because he made the correct decision to shove a Rockland Standard-modified T56 six-speed behind this thumpin' LS7, along with a Hurst Pro Billet shifter.
This all comes together when you consider the other Street Machine of the Year events seem to rely on image, while Car Craft's event places the emphasis on performance. While the Chevelle won the autocross and the braking contest and took Second only in the rear-wheel power (without the aid of nitrous or a blower), it's also interesting to note how well the Chevelle fared against the entire CCSMOTY field. In the horsepower race, the Chevelle finished Sixth, which improves to Third if you compare it only with the normally aspirated engines. In the autocross, Randy ranked Fourth overall, repeating that position in the braking contest, finishing as the best stopping non-ABS racer and defeating two other late-model cars with ABS.
So clearly, we have a winner. In fact, the Chevelle's overall success has persuaded Randy to start a new venture called D&Z Customs by Randy Johnson. If we judge a man by his accomplishments, it's clear Randy is on his way to even more fun projects. The only thing we haven't told him yet is we expect to see that SMOTY trophy in its own little shrine with a private spotlight that shines anytime the garage door is opened. Congratulations, Randy, on an award well-earned.
Tech Notes
Who:
Randy and Toby Johnson
What:
'66 Chevrolet Chevelle
Where: Kewaskum, Wisconsin, named after Chief Kewaskum of the Potawatomi tribe. There will be a test later.
Suspension:
The foundation is noth-ing less than a combination rectangular and round-tube chassis from Schwartz Extreme Performance that integrates AGR rack-and-pinion steering and Coleman Racing front spindles with tubular upper and lower control arms connected via QA1 chrome-moly spherical bearings. QA1 Promastar double-adjustable shocks control a set of 450 lb/in QA1 front springs balanced with a 11/4-inch splined front antiroll bar. In the rear, a Winters aluminum centersection housing uses circle track-style floating axles supported by matching QA1 250 lb/in rear springs, double-adjustable shocks, and a 5/8-inch Chester rear antiroll bar. While the Chevelle performed well on the autocross, Jeff Schwartz thinks the car could use more rear antiroll bar to help it run even quicker. Note that the conservative spring rates are designed to maintain a decent ride, while body roll is minimized with large antiroll bars.
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