LIKE A PIT BULL ON A PORK CHOP

Mega power sling­ing vin­tage bones just like down­town

Chevy High Performance - - Contents - TEXT: Ro McGone­gal | PHO­TOS: Grant Cox

Mega power sling­ing vin­tage bones just like down­town

In cen­tral Ok­la­homa at least, the Goad sur­name is a sto­ried one. Brother James (owner of the Reaper ’69 Ca­maro on

Street Out­laws) is a street racer of no small leg­end. Chris Goad is a fab­ri­ca­tor and chas­sis builder whose work is sought af­ter. Ger­ald Goad owns Su­pe­rior Con­cepts, a pur­veyor of “ac­ces­sories” mostly for high-end im­ports. He’s de­vel­oped a clear pro­tec­tive wrap for the noses of these pop­u­lar mo­tors that is vir­tu­ally in­vis­i­ble—in some cir­cles it might even be called a brassiere. Su­pe­rior sup­plies fur­ther en­hance­ment, win­dow tint that the cops won’t ar­gue with.

Ger­ald had the Nova shell that he’d got­ten from Brent Austin, owner/driver of the Me­ga­lodon ’69 Ca­maro, also a big player on Street Out­laws and tight with brother James. Brent’s ’66 Nova be­came the ap­ple of Ger­ald’s eye. Brent had re­placed most of the sheet­metal

and had mini-tubbed it, and it had an in­te­rior, but the car had no rear sus­pen­sion at all … a per­fect al­tar to per­form slic­ing and dic­ing.

At the time, Chris Goad was backed up with work and as­sist­ing with the Reaper and Ger­ald didn’t want to

im­pose, but af­ter the car had vis­ited sev­eral other chas­sis shops, a calamity of er­rors as well as a mi­nor blaze from care­less weld­ing, Chris got the job. In the in­ter­est of rigid­ity and tor­sional stiff­ness, he built a perime­ter frame for the uni­body Nova from round chro­moly stock. He fin­ished the chas­sis with DSE front and rear sus­pen­sion sub­assem­blies. The goal was di­ver­sity, a piece that could pos­sess ut­most drive­abil­ity, make tons of power, be road raced or raced in half-mile events, main­tain air con­di­tion­ing, stereo sound, and still have the ap­pear­ance of a nor­mal daily driver.

Ger­ald: “I already had a vi­sion, which at some point ev­ery­one tried to talk me out of, to do a Satin White car with gloss-black trim. I wanted the car to be low, fast, func­tional, and clean. And I knew I didn’t want to de­vi­ate very far from the orig­i­nal gut, as I love the look of a clas­sic in­te­rior in these cars—es­pe­cially the cen­ter con­sole. While all that sounds sim­ple and well thought out, over the 2-year ges­ta­tion we made many turns in the wrong direc­tion. We built the en­tire en­gine com­part­ment and floor­pan twice. The cen­ter con­sole I love? The first it­er­a­tion put it up too high in

re­la­tion to the seat.” To get shed of it, Chris had to lower the en­tire driv­e­line and re­skin the pan. And af­ter the first fire, the windage tray needed amend­ment. “But the big­gest stick­ing point was room— there wasn’t enough in the en­gine bay, it was like try­ing to stuff 10 pounds of shit in a 1-pound sack.”

To sat­isfy one of the bul­let points, they brought in Travis Quillen to work with en­gine builder Troy Green on the 427

LSX that would blow a mighty 2,000 horse­power be­fore it would be al­lowed to leave the dy­namome­ter. Franken­stein En­gine Dy­nam­ics dig­i­tally ported the cylin­der heads. The block went to Kat­ech En­gi­neer­ing to re­ceive a squad of pis­ton­cool­ing oil squirters be­neath the crank­shaft.

The fresh LSX was built around a brace of Pre­ci­sion Turbo 6870 Gen2 CEA bil­let snails. Jeff

Lutz, who helped with the rear sus­pen­sion, called Ho­gan’s Rac­ing Man­i­folds for that work of art. Ho­gan’s crafted the bil­let in­take tract and in­cluded an in­te­gral af­ter­cooler. They em­braced Hol­ley Dominator en­gine man­age­ment (boost, trans­mis­sion, and trac­tion con­trol). To pro­tect stuff from the heinous heat gen­er­ated in the cramped, sti­fled en­gine bay, Dan Stark at DEI Thermo-Tec sent them ev­ery­thing they’d need to pro­tect brake lines, hoses, master cylin­der, as well as titanium wrap and the shields for the tur­bocharg­ers.

“Know­ing we had two of the smartest en­gine guys in the in­dus­try on the en­gine and Chris mock­ing the car for the new setup,” said Ger­ald, “we be­gan think­ing about an au­to­matic over­drive trans­mis­sion that

could han­dle 2,000 horse­power.” ATI pro­cessed a 4L85E run­ning a tripledisc con­verter with a 3,000-stall con­verter and a lockup fea­ture. Jeff Lutz and Chris Goad liked the Moser M9 chro­moly hous­ing with Strange En­gi­neer­ing alu­minum cen­ter­sec­tion and com­pan­ion lim­it­ed­slip dif­fer­en­tial and 35-spline axles. The brakes got big all around: 14.5-inch Baer plates touched by six-pis­ton squeez­ers. Ger­ald’s beloved three-piece Forge­line hoops were swad­dled with gen­er­ous Toyo R888 rub­ber.

Ger­ald kept the sanc­tum un­ob­tru­sive and true to his heart’s de­sire. Erin Wick­izer’s Bro­ken Spring Auto Uphol­stery in Shawnee, Ok­la­homa, did the stock seats in vinyl, built the custom car­pet set, and put the sound sys­tem to work.

In the mat­ter of Ger­ald’s cov­eted fin­ish and paint plan, he ap­proached Rick Schmeski of Moun­tain Home Street Rods. Rick and his son Brett drove down from Arkansas to have a look at it. They liked it. Brett would be waft­ing the paint gun. Af­ter the Lam­borgh­ini Bianco Cano­pus paint episode, the Nova went to Travis Quillen for three weeks to eat about 1,000 feet of new spaghetti and, not co­in­ci­den­tally, for the ini­tial en­gine tune-up.

So what now? “While we haven’t got­ten ag­gres­sive with the tim­ing or boost, with Travis Quillen on the key­board, the LSX made more than 1,400 horse­power and nearly 1,300 lb-ft of grunt its first day on the rollers,” Ger­ald pro­claimed. “And that was af­ter driv­ing an hour to the dyno and back and never hav­ing to touch the mo­tor. With a lit­tle more tuning, Travis is con­fi­dent of the 1,650-1,700-rear-wheel-horse­power goal.”

Now for the big ques­tion: Is the Nova wear­ing a bra or not? CHP

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