Written by Justin Banner

Beautiful paint work and a big carbon fiber hood give clues as to what this ’66 Chevy II is packing.Built as a street machine, Wayne Darby&quot;s 1966 Chevrolet Chevy II has seen a substantial change to make it the low eight-second dragster it is now. We caught it at LS Fest West before it went back home, all the way in Richmond, British Columbia, Canada.<br />&quot;This car was built in the early 1980s as an awesome street machine,&quot; says Wayne as he recalls the car&quot;s history before he purchased it in 2007. Since his purchase, a lot has changed in the car to bring it up to date. This would be a big, and expensive, task as the car was stored away for about 10 years before he got it from Phil Declerk.<br />The original engine under the hood was a 496 Big Block Chevy putting out 780-horsepower. With the combination of an ATI Turbo 400 and 4.88:1 rear gears, its best was 9.30 1/4-mile ET at 135-MPH. On the change, Wayne says, &quot;I started paying attention to the LS motors. There was a racer in Edmonton named Neil Richards, owner of Horsepower Solutions, running a &quot;78 Ford Fairmont with a twin-turbo LS motor.&quot; He questioned the idea of that swap right up until he saw it run eight-seconds at over 160-MPH. After talking to Holley Performance the following year, it would be Neil that would help him create the machine you now see before you.<br />The rebirth started in 2014 and out went the 496 and in went a World Products aluminum LS block poked out to 430-cubic-inches. Spinning on the Callies Dragon Slayer four-inch crankshaft are a set of Oliver Billet rods and all of them rotate on Clevite bearings. That creates a 9.8:1 compression ratio with the JE Pistons custom and hard anodized slugs. The Comp Cams custom solid roller camshaft is still turned by a chain drive from the crank, but the cam pulley is a Cloyes model and a Melling High Volume oil pump keeps the engine alive and spinning freely.<br />The Mast Motorsports LXR aluminum heads, with a CNC Port, and are hand finished for maximum flow. The Xceldyne titanium intake and Manley Super Alloy exhaust valves have a set of Comp Sportsman solid rollers bumping Smith Brothers pushrods, which open Jesel 1.7 ratio rockers. Making sure the valves don&quot;t float during high RPM are PSI valve springs with Xceldyne titanium retainers. However, making sure that head doesn&quot;t just pop off when it feels like it are a set of ARP head studs.<br />A Holley High Ram intake manifold is split by a 417 Motorsports Intercooler, which is needed to cool that charge air from the pair of Borg Warner S475 turbochargers. 1.75-inch headers send exhaust gasses to those turbos which dump into four-inch open downpipes. Of course, forcing air into a tiny throttle body is worthless and is why a Holley 105mm version is used instead. The VP Racing C16 is sent to the Holley 120-lb/hr injectors via an Aeromotive Pro Series fuel pump, but a set of 225-lb/hr injectors are going in next.<br />The GM Truck Coils and custom-made MSD wires send enough spark power for the NGK Medium-Cold plugs to turn that C16 into fumes. Spark and fuel are controlled by a Holley EFI system tuned by Horsepower Solutions. What kind of work does that engine put out? 1350-horsepower at 7350-RPM and 890-lbs/ft at 6800-RPM.<br />Behind that custom block is a built Rossler TH400 with a PTC 9.5-inch torque converter with a 4500 stall. A manual valve body allows Wayne to shift with the B&amp;M Pistol Grip when he needs it while a Rossler trans brake on the steering wheel allows him to hold at the line as the Borg Warner turbos build up boost. When he let&quot;s that button go, all that power and torque is sent down a custom Driveline Specialties driveshaft to a Dana 60 with a 12-bolt Spool.Continue reading about this ’66 Chevy on the next page.Next page

Date written: August 8, 2018

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