1 Summer 2014 Impala SScene - Impala SS Clubs of America

Impala
SScene
ISSCA NATIONALS
RETURN TO CHARLOTTE
FOR 2014!!
FAST LAPS WILL AGAIN BE
HELD AT CMS!
ISSCA covers all Impalas from 1958 to present. ISSCA was re-established in 2009. We look forward to your support, and should you have any
questions please don’t hesitate to contact any of us through the contact page of the ISSCA website or here. http://issca.org/contact-us/ We look
forward to your participation in ISSCA. To submit articles for the IMPALA SScene, e-mail Jim Gross at jim@issca.org Thanks.
Table of Contents
Page 1: Editor’s Note
Page 2: ISSCA News
Page 5: 17th Annual ImpalaFest 2013
Submitted Article by Chad Christensen
Page 7: Impala Hints and Tips
Submitted Article by Mike Lukens
Page 8: 2013 MISSL Michigan Fall Colors Tour
Photos Submitted by Dan Gersch
Page 13: A “Different” LT1 Build
Submitted by Lance Bachman
Page 16: LT1 357
Submitted by Karl Ellwein
Ellwein Engines
Page 21: A Look at Nationals Past
2008 Nats at Gateway International Raceway
Editor’s Note
Jim Gross
ISSCA SScene Editor, Secretary & Region 8 Director
Greetings once again, fellow ISSCA members!
I hope you all had a wonderful Christmas, Happy New Year and are
now enjoying the nearing of fair weather activities!
We at ISSCA have been working hard to iron out the final details for this year’s nationals
event, being held once again in the Charlotte / Concord, North Carolina area. As further
details are finalized, updates will be passed along. Nationals Registration is now open.
Please sign up at http://issca.org/issca-national-gathering/electronic-registration/ ASAP!
With that said, look for great and exciting things, once again this year!
I would like to remind everyone that ALL submissions for magazine articles are
appreciated and requested. I would like to do “member highlight” type articles in each
issue, so if you have anything to contribute, please contact me at http://issca.org/contactus/.
I appreciate ALL of the participation amongst members and non-members alike who go
out of their way to make this club what it is. Thanks again and remember, THIS IS
YOUR CLUB and magazine. I am always open to any articles, pictures or suggestions
that you want to contribute.
Thanks again,
Jim Gross
ISSCA Secretary, Region 8 Director & Impala SScene Editor
1
ISSCA NEWS
2014 ISSCA NATIONALS GATHERING
Once again, local club CarISSMA, in partnership with ISSCA will be
hosting the 2014 ISSCA Nationals in the Charlotte / Concord, North
Carolina venue. This event is also partnered with STICKY FINGERS
SMOKEHOUSE and promises to be even better than the 2013
program!
This year, the road course will include the Charlotte Motor Speedway “Roval”, which
includes the biggest majority of the speedway along with the infield track.
A satellite view of the 2014 ISSCA Nationals Road Course at Charlotte Motor Speedway
Last years’ Road Course was considerably smaller in comparison
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Considering the size of the course, and the speeds which will be able to be seen, please
take into account the following before arriving:
TIRE CONDITION: Check the condition of your tires!
•
•
•
Are they dry rotting?
Dry rotting weakens
your tires and makes
them prone to flats
and or blowouts.
Inflation pressure
Tread condition and
depth.
Check the depth of your
tread with a penny if you
don’t have a depth gauge.
If the depth is at the top
of Lincoln’s head, the tire
is at the minimum legal
tread depth. You don’t want to show up with
tires like the picture on the right!
BRAKES. In this case, they are not just for wimps!
•
Check the condition of your brake pads for
thickness and heat cracking
•
Check the rotors for signs of wear, grooves,
thickness and for stress cracking
•
While you are there, check the brake hoses
for signs of dry rot or wear
•
If you feel ambitious, it wouldn’t hurt to repack the wheel bearings.
<<What’s wrong with this??? Looks like the newest, fastest
self-cooling rotor on the market! ☺
Take the time to give your SS a great once-over,
checking fluids and change as necessary, and
check ALL safety equipment!
3
The host hotels will be the same as before:
Hilton Garden Inn - HOST HOTEL
704-979-2900
Spacious guest room or suites, complimentary high-speed internet access, and sleep
comfortably in the bed with adjustable firmness. Watch cable programs on the 32-inch
HDTV. Refrigerator and microwave. Suites and executive rooms feature a separate living
area with sofa bed. Start each morning with a cooked-to-order breakfast. In the evening
enjoy dinner at the Great American Grill and sip cocktails at the Pavilion Lounge. 24hour business center, fitness center and indoor pool help as available. No Pets - Non
Smoking (smoking oasis available)
Sleep Inn & Suites - HOST HOTEL #2
704-979-8800
Guests will enjoy many full-service amenities, including Free Morning Medley Hot
Breakfast, free local calls and free weekday newspaper. There is also a fitness
center and seasonal outdoor pool located on site, free wireless high-speed Internet access,
a guest computer with printer and access to copy and fax services. All rooms
include refrigerators, microwaves, coffee makers, hair dryers, irons and ironing boards.
For special occasions, be sure to ask about whirlpool bathtub suites and twobedroom executive suites. No Pets - Smoking Rooms Available
Wingate by Wyndham - HOST HOTEL#3
704-979-1300
Stay connected with free Wi-Fi Internet access and stay informed with your free newspaper. Each morning, gear up for your day with a free hot breakfast and get in a workout in
our fitness center. Refresh with a swim in our outdoor pool, and stretch out in one of our
executive suites for added comfort. Pets Allowed (additional fee) - Non Smoking
Nationals Registration is now open. You can register at http://issca.org/issca-
national-gathering/electronic-registration/.
As more information is
released, it will be made available via the web at issca.org and impalassforum.com.
4
5
Content submitted by Chad Christensen
This year ImpalaFest returned to San Antonio, TX for its second year and was held October
19-20. The car show started around 10:00 and awards were at 3:00.
This year’s winners were:
1994-1996 Impala SS Only
1. David Priet
2. Paul Castillo
3. Benny Segura
1991-1996 all other B-Body’s
1. Paul Castillo
2. Bryan Brown
3. Gilbert Anguiano
Best Paint
Carlos Cordova
Best Wheels
Rudy Cervantes
Best Interior
Rudy Cervantes
Best Engine
Benjamin Rios
Due to rain, the Drag Racing event was cancelled.
I want to thank everyone for their support of
ImpalaFest 2013!
Special THANKS to our sponsors:
StreetTrends
ScogginDickey Parts Center
Summit Racing
O'Reillly Auto Parts
Also special recognition to Chad Christensen Car Show
director, Benny Segura assistant director and helping stuff
goody bags and his online presence of ImpalaFest 2013.
Rudy Cervantes for the design and taking care of the shirts.
Jay Johnson for helping with the trophies.
Dan Johnson for helping with Registration website.
Rick Mathews for the loan of the BBQ Pitt
HOSS & SAIL for their support
SA INC – Houston INC – ATX INC and the INC Nation!
Look forward to see you all again at ImpalaFest 2014!!!
Got pictures, yep, visit my website: http://www.caminokid.com/ and follow along with my 94 Caprice SS (9C1) and of
course, I cannot forget what started it all... My 1995 Impala SS.
6
Impala Hints and Tips
Submitted by Mike Lukens
At the Impala National Convention in Charlotte, I fixed
maybe 18 windows. During that process, I found that most
folks don’t know about an issue that will make your car look
cleaner. I’m talking about the black bezels on your doors.
Every one of the cars I worked on, with the exception of one
that had CNC machined billet bezels, had sticky, gummy black bezels. I surmise that
before the bezels were put in the car, they had a protective sheet over them. When the
sheet was removed, the glue stayed behind. Over the years, the glue residue has collected
dirt and debris to make the bezels not very attractive. If you can run your fingernail
down the bezel and have a residue collect under your nail, then you have the problem.
To cure this problem, get some 3M Adhesive Remover and lightly rub the bezels with a
cloth and the Remover until all traces of the glue are gone. Once all the glue is gone,
coat the bezel with a real light coating of WD40. You will be amazed at how new and
fresh the bezel will look. You will think you have a new car.
The second issue I want to talk about is the child safety lock. One of the Convention
attendees came to me and asked if I could help him get his door open. Say what?? Just
open it!!! Turns out that the child safety lock had been engaged AND the clip holding
the linkage to the outer door handle had broken off. The linkage released from the door
handle so that did not work, and with the child lock engaged, the inner handle would not
work……so we could NOT open the door.
I took off the door bezel but could not find a way to release the child lock so the door
could be opened. I think with the proper tool and vision, you might be able to get in there
and push on the child lock from the inside but I have not confirmed that. I don’t know
what this guy did for his door….probably took it to a dealer. I would be most interested
to hear what the solution was.
So…..here is a caveat for you. Our cars are getting old and brittle. Plastic parts shatter.
My suggestion to all of you is that unless you really need the child lock, to make SURE it
is unlocked and then put a piece of tape over it or somehow disable any toggle activity of
that child lock lever. Otherwise you too could have a door that you can’t open!!!
Mike Lukens
ISSCA Member #129
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2013 Michigan Fall Colors Tour
Photos submitted by Dan Gersch
The MISSL Fall Colors Tour was held on Saturday October 26, 2013. The tour started at the Denny's parking lot in
Plymouth, MI where MISSL members hold our monthly meetings.
Sites along the way included a “Haunted Shoe Tree” where legend has it that the first pairs of shoes were from victims
of a serial killer.
8
Hunter Gersch, Kourtney Walters
Next stop was The Dexter Cider Mill, oldest running mill in Michigan
MMMMM….doughnuts!!!
9
Then, off to Hell Michigan with a few sight-seeing stops
10
The “Lock your love” bridge
http://www.gotohellmi.com/lockurlove
“Hell In A Handbasket”
Dan and Sara Gersch
11
The event ended with dinner at Zukey Lake Tavern
http://www.zukeylaketavern.com/
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A “Different” LT1 Build
Submitted by Lance Bachman
Back in 2010 I sold my 96 SS to Michelle and Chris Mallory. I
did not have the time and money to keep it and continue racing in
ECIRS.
Karl Ellwein built me a 383 with first generation Lloyd Elliott LE2
heads I had left over from a Golen 383; a big AI 234/242 cam; a
Compstar crank; 6 inch SCAT I beam rods; and Mahle pistons. Here’s the link to the
build: http://www.ellweinengines.com/lance/Lance.htm I had my number one mechanic,
Nabil Guffey throw it in for me and get it running. She got me a best of 11.7 at 115 mph
with the motor in very good weather at Cecil County Dragway and into the Top 10 for
the ECIRS season. The SS with Karl’s 383 is still running strong with Chris behind the
wheel and that is a testament to how well Karl build’s LT1’s. Chris likes to break stuff.
Fast forward to 2013, I needed to get back into ECIRS. I missed the racing, but really
missed the “family”. The boss gave me the green light and I started looking for a good bbody for the right price.
I picked up a 95 9C1 from
Jonathan Hunt in Rochester
NY. It was perfect. A beater
with all of the right go fast
parts from 4.10 gears to a
Shane Cobb level 3
transmission. Over a case of
beer Hamilton, Sr. helped
Jonathan throw in the 502
cam and new valve springs.
Guess that explains the gold
painted hub balancer and
motor boat blue painted
block.
However, the rebuilt LT1 with Comp Cams 502 in it was consuming oil. A lot of oil. A
full quart every 500 miles. There was blow by at WOT at the top end of the track and the
oil got black real quick after a bunch of runs. I was planning replacing the iron heads in
the future, but decided now would be good time so we could rule out the valves being the
cause. With a set of refurbished Camaro heads, ported intake and 58mm TB that Nab
threw on for me the motor got me into the 12.8s at Cecil. Unfortunately, or not, the
problem was not with the top end. It had to be the rings.
With another ECIRS season around the corner and a second trip to Charlotte for
Nationals planned, it was time for a new motor. I didn’t want to spend a lot of money and
did not want to go the 383 with a huge cam route again. Been there, done that. People get
great street and track performance from just a heads & cam swap. I ran ideas by Pat Gish
about heads and cam and talked to Nab about rebuilds. Stock rebuild was the cheapest
option, but I wanted to do something fun and different. So, I jumped head first onto the
slippery slope of engine mods.
13
I saw where Karl was doing budget 355 builds using the stock crank. Could he build me
another stout LT1? Seriously though, there was never a doubt. It was a no brainer. I made
the call.
Karl is a mad scientist about his builds. He loves building LT1(s) and that is all he builds.
He has many customers buts he builds them all by himself one at time. He provides all
the build details with pictures on his web page for you to follow and share. Fortunately, I
have been able to do two of these builds with Karl.
I enjoyed all of his calls with questions about engine stuff I have no clue about during
both of my builds. He sincerely thinks I know something he doesn’t. My answer to all of
his questions was always: “I don’t know man. Do what you think is best and just build it
so I can drive it to the track, race the piss out of it, and drive it home.” This is why I pay
him to do my builds. He cares about all the details, measurements, weights, parts,
balance, combinations, performance, durability, quality, and other important engineering
scientific stuff. All I care about is driving fast and taking chances. Simply put, Karl is just
fun to work with and you can trust him to do it right.
I didn’t want to do the same 355 everyone else does. I had to be different. I liked the
sound of a 357 and there was no price difference between the 30 over and 40 over Mahle
pistons Karl likes to use. Add a set of SCAT 6 inch rods and I was sold.
Nab provided the core LT1 for the build in exchange for the old LT1. Karl had the GM
cast LT1 crank and block refurbished and prepped by a local machine shop.
I decided that this may be a good opportunity to get new heads and cam. Budget be
damned. Well not really. I had to get the most bang for my lack of funding. It had to be
Lloyd Elliott. I gave him the specifications about the 357 Karl was building me. He had a
set of LE2 heads ready to go and recommended his 224/230 cam so I could pass stringent
Northern Virginia emission testing.
In the spirit of doing something different, I had Karl paint the 357 purple. Yes purple. I
like purple. Proceed with the hate. It turned out real well and looks good in the satin
black 9C1 appropriately christened the “Moonshine Runner” by BK at the 2013
Nationals.
Nab took care of getting the new
motor in, hooked up, and turned
over. The new 357 is completely
different than the 383. I like it.
It’s powerful but refined. The
power is consistent over the
entire RPM range. It is fun to
drive in its own way just like the
383 was. Thanks to all of the
lovely weather we all have been
enjoying, I have not been to the
track. Once I do, I’ll share the
results on the SS Forum and
Dynamic ET Page.
Nabil Guffey with Lance’s new Ellwein 357
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If you want to try something different or stay with the “tried and true” for your LT1 build
while having fun doing it, talk to Karl.
I’m confident that my new Ellwein 357 is going to outlast the 9C1. I see a transplant in
the distant future.
15
LT1 357
Submitted by Karl Ellwein
Ellwein Engines
I would like to showcase a recent build that I think could have broad appeal in the LT1
community. The idea is to rebuild/refresh an LT1 that is currently in pretty good shape.
Use the stock LT1 crankshaft and upgrade the connecting rods and pistons. This process
minimizes the amount of machine work and reduces the cost of parts. A stock
crankshaft and .030” over-sized piston provides for a 355 cubic inch LT1. Likewise if you
bore to .040” over and use the stock crankshaft you’ll have a 357ci LT1.
To my eyes, a stock crankshaft rebuild is desirable for a few reasons. The biggest reason
is that the stock LT1 crankshaft is essentially free. You already own it. It can handle a
reasonable amount of abuse. If you exchange your stock (heavy) pistons for a set of
lighter and stronger aftermarket pistons you’ll have less stress on the crankshaft and
block and you’ll be able to turn more RPM.
I had the pleasure of building a .040” over stock crankshaft combination for my
customer Lance Bachman. He agreed to let me provide the Impala SScene with all the
details of the build. It was Lance’s idea to do a .040” over so that he could have
something a bit out of the ordinary. For no extra cost you can get a 4.040” Mahle piston
kit instead of the more common 4.030” piston kit. Again, the 4.040” piston coupled
with the stock crankshaft stroke of 3.48” will give a total cubic inch displacement of 357.
Here are a few highlights of that recent 357 LT1 build.
http://www.ellweinengines.com/ESE44/ESE44.htm
I started out with
Lance’s core LT1
motor that was in
pretty good shape.
You should not use a
block that has spun
main bearings which
causes the block to be
brittle and prone to
cracking. I upgraded
the main cap bolts
with ARP main studs.
Changing to studs
requires that the main
align hone be check.
If need be then pay to
have the mains align
honed, (~$200)
16
Lance purchased a piston kit that includes piston rings and connecting rod wrist pins.
Mahle part number SBC250040F05, $650
Lance also purchased a new set of connecting rods to replace the pretty good but too
heavy stock connecting rods. SCAT part number 25700716
The stock crankshaft was re-balanced
using the stock externally weighted
flexplate. The rebalance is required
due to the now lighter rods and
pistons. (~$200).
The block was
cleaned, slightly
decked and
bored/honed to
4.040”. (~$600)
An LT4 extreme timing set was installed
although you can do pretty well with a new
stock timing set. ($250)
17
If you have the time and the tools
it’s always prudent (but not
essential) to degree the
camshaft.
New cam bolts are also prudent
and quite inexpensive.
We used a Mr. Gasket stock style
head gasket (.026” compressed
thickness).
Lance had Lloyd Elliott
port a set of F body LT1
cylinder heads. I like to
use ARP #134-3603 head
bolts but you can use new
stock head bolts too.
18
Re-use your stock hydraulic
lifters if possible. They
normally last forever.
Here is a view of the bottom
end after all is said and done.
I replaced the stock oil pump
with a Melling #10552 and
cleaned up the stock oil pan by
painting it with POR-15 engine
black. Lance had me install his
Comp Ultra Pro Magnum roller
rockers and paint the motor a
funky yet oddly cool looking
purple. I took a liking to the
purple only after the fact.
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Here is the build sheet if you are in the mood for more specifications and details such as
bearing clearance and ring gaps.
Build Sheet for ERE357 #44
The following are part numbers and measurements for Lance Bachman’s LT1 357
(ERE#44) built December 2013 by Ellwein Engines
Customer: Lance
Bachman
[Home Address]
Engine: GMLT1 350,
(ERE357 #44)
Camshaft: Comp Cams from Lloyd Elliott part number 07000-8 Serial # C9198-13
Cam installed at 109
intake centerline
Cam grind LT1 315S / 3016S HR112.0 1.050” base
Stock GM LT1 crank
Balance Job #749
bob-weight: 1691g balanced by:
Advance Automotive
Main bearing
clearance:
#1 .0015 .001/.001
Rod bearing
clearance:
#1 .0025
(std./std.)
#2 .0025
(std./std.)
Clevite P series
main bearings
#2 .0020
std./std.
Clevite HN series
rod bearings
#3 .0025
(std./std.)
#4 .0025
(std./std.)
All readings in
inches
#3 .0020
.001/std.
All readings in
inches
#5 .0025
(std./std.)
#6 .0025
(std./std.)
#7 .0025
(std./std.)
#8 .0025
(std./std.)
ARP Main studs at
#4 .0020 std./std.
80ft/lb
Milodon Main
studs at 80ft/lb
#5 .0022 .001/.001
Mahle 4.040 Piston
#SBC250040F05
Mahle ring gaps at .024” 1st / .020” 2nd
Piston to cylinder wall
clearance .003”
Rod part number Scat 2-ICR6000-7/16 at 425g big end and 161g small end
Rod bearing clearance: (in
inches)
#1 through #8 (all rods) at .0025” using standard size Clevite HN bearings
Rod bolts at 75ft-lb and .004:
stretch
Rods at .018” side clearance
Pistons are .019” in the hole
Head gasket is Mr Gasket .026” compressed thickness
Oil pump: Melling 10552
Oil pump pickup Melling 12557
Head bolts: ARP 134-3603 @ 70ftlb
ARP Cam bolt 134-1001
GMPP LT4 Extreme timing set
Customer supplied LE cylinder heads
FelPro rear main seal
FelPro front timing cover seals
FelPro 1284 intake manifold
gasket
CV products 3/8” pushrods at 7.000”
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A LOOK AT NATIONALS PAST
Gateway International Speedway
St Louis, Missouri 2008
Members line up for bracket racing
John Madeley's World's Fastest Impala SS
“Twins” John Haynes and Bill Crovo
Bigger boys with bigger toys = bigger dents