History of the Chevelle:
America’s Most Popular Mid-Size Muscle Car

GEN I 1964-1967

As Chevys go, the Chevrolet Chevelle had a short life of just 13 years from 1964 to 1977—not very long from the point of view of brand life, nevertheless, in those short ‘baker’s dozen’ years the Chevelle carved a niche for itself in the hearts of Chevy lovers.

The Chevy Chevelle, a name derived from a Hebrew girl’s name meaning “My God is a vow,” was introduced on September 26, 1963, as a ’64 model positioned between the Chevy II/Nova and the Impala. Unfortunately, the Chevelle negatively impacted sales of the compact Chevy II. It also competed with the Buick Skylark, Olds Cutlass and the Pontiac Tempest that were all built on the same mid-size, A-body platform. However, despite all this competition that included the Ford Fairlane, the Chevelle, priced from $2,231, notched up sales of 370,834 units of which 17,608 went for export. There were also some 16,285 units built in Canada.

Base engine for 1964 was the lowly 120 hp six-cylinder but by mid-year the top of the line Malibu SS could be had with the optional 300 hp 327. There was, apparently, a 365 hp 327 that never made it to production. That was a shame because Chevy were well into the performance wars and the ’64 Malibu SS L76 would be the one to own.

The Chevelle [is] a name derived from a Hebrew girl’s name meaning “My God is a vow.”

The following year, Chevy upped the anti with a 350 hp L79 327 as well as the stonking Z16 396 option, however, only 201 396s were built, a fact that I think supports the argument that the whole muscle car market was more hype than anything else. Yes, the buff magazines touted performance and the cognoscenti talked a lot about it but the general public tended to buy the more pedestrian models.

As with other Chevy models, the Chevelle came in a range of body styles from two- and four-door sedans through coupes, convertibles and wagons and even the two-door sedan pickup known as the El Camino because in Chevy-speak the El Co was in fact a Chevelle derivative. Top of the line was the Malibu SS that was also available as a rag top. Production stayed buoyant in ’65 and totaled 378,618 with another 19,132 units in Canada. SS coupes accounted for 71,984 while convertibles hit 9,128. The one to have would be the Malibu SS Z16 396.

Proving the Chevelle’s popularity, production jumped in 1966 to a healthy 447,364. The ramp-up was, however, due to completely new, aggressively styled, less boxey, more forward-thrusting sheet metal. And, the hits kept a’comin’ as ’67 saw new front and rear fascias, front disc brakes, a dual master cylinder and a collapsible steering column. Sales slipped a tad but only to 403,963 of which a little more than 60K were SS 396 models.

GEN II 1968-1972

Despite the ’66 facelift, Chevelle got another make over for the 1968 model year giving it yet more aggression with a three-inch shorter, 112-inch wheelbase and semi-fastback styling for the coupes. Engines now ranged from a 3.8L 230 ci in-line six to a range of big-inch’ big- and small-block engines: 396-, 400-, 402-, 427- and 454-ci V8s. With three- and four-speed manuals, they were the muscle cars dreams were made of. And, red-stripe tires were optional on Super Sports. The facelift was obviously popular because total production jumped to 503,352 units. No wonder the Chevelle was advertised as “America’s most popular mid-size car.”

As we have seen elsewhere in the history of Yenko, GM allowed select dealers to use the Central Office Production Order (COPO) system to order from an internal menu of high-performance options. It’s confirmed that Yenko ordered 99 Chevelle’s fitted with the L72 427 ci V8 that produced 425 hp at 5,800 rpm and 460 lb-ft or torque at 4,000 rpm. There were a total of 323 COPO orders including the 99 Yenkos.  There was also a police RPO B07 package available on the four-door 300 Deluxe that could also be optioned with the RPO L35 396 engine along with a boxed frame. It all made for one tuff cruiser.

We spoke to David Steele, director of the American Hot Rod Foundation and a long time fan and current Chevelle owner. “I come from a Chevelle family, “said David. “Our Dad bought his ’69 L78 four-speed convertible when we were kids, my older brother had a ’70 SS as his high school ride, and the ’71 SS I bought as my first car drove me to high school and is still getting me around today. I own two now ( including my Dad’s old convertible ) along with my wife’s ’64 El Camino–of which I’ve owned four. I just think they’re great cars. Perfectly balanced and just the right size. To me, an Impala is a serious commitment and a Camaro is just a little undersized to feel solid and brawny. With a Chevy Chevelle you get a medium size car that looks great, is really comfortable, and rides and handles like only a full-frame car can. I think they’re the perfect package.”

No wonder the Chevelle was advertised as America’s most popular mid-size car.

That said, even 50 years ago, we were searching for an antidote to our gasoline addiction and consequently GM developed a steam-powered concept Chevelle. Designated SE 124, the steam punk Chevelle was powered by a 50 hp V4 Besler steam engine—it didn’ fly—it only got 15 mpg and topped out at 60 mph.

The classics Coke-bottle styling of the ‘69s was downplayed in 1970 as the sheet metal was tightened up and shared with the Buick Skylark but not on the wagons or the El Co. Top of the line Malibu SS models were available with the 402 ci 396 or a new 7.4L 454 ci that produced 360 hp. The LS6 option, of which 4,475 were produced, was fitted with a 4bbl 800 cfm Holley and put out 450 hp at 5,600 rpm and 500 lb-ft of torque at 3,600 rpm. The cool factor of the SS was enhanced by the Cowl Induction hood that opened with a stab of the throttle.

Yet another sheet metal revision came in 1971 when the front and rear were restyled. Big news for muscle car fans was the mid-year introduction of the ‘Heavy Chevy’ that was the base Chevelle available with any V8 including the 402 ci but unfortunately not the 454.  Base engine for the SS was a 5.0L 307 rated at 245 hp but at the top of the pile was the LS5 454 with cowl induction. Unfortunately, the LS6 was nixed early in the model year.

“With a Chevy Chevelle you get a medium size car that looks great, is really comfortable, and rides and handles like only a full-frame car can. I think they’re the perfect package.”David Steele

The world was changing though and GM had to mandate that all divisions engineer their engines to run on unleaded, low-octane fuel. Compression ratios fell from highs of 10 or 11:1 in 1970 to 9:1 in 1971. Total production for 1971 was 515,625. But the following year production jumped more than one hundred thousand units to 631,661.

GEN III 1973-1977

By 1973 and the Gen III the Chevelle’s edge had gone and the corporate fat had set in. The new Colonnade wheelbase remained the same at 112 inches but the length of the coupe hit 205.7 inches, up from 197.2 of Gen II and Gen I’s 197 inches. The cool factor had been erased leaving only the two-door coupe, four-door sedan and the four-door station wagon—gone was the convertible and the two-and four-door hardtops—all in the name of safety and possible Federal roll-over standards. Chevrolet also touted the largesse as offering more interior room and 25-to 35-percent more glass depending upon the model but big is not always better and the Chevelle had lost its ‘pony’ car agility. Gone too was the SS, replaced in 1974 by the Laguna S-3 and in ’75 the big block was nixed.

However, it was a body style that found favor on the NASCAR circuit with Cale Yarborough notching up 34 victories. In 1976, Yarborough won the Winston Cup Grand National Championship driving the #11 Junior Johnson/Holly Farms Chevelle.

The cool factor had been erased [and] the Chevelle had lost its “pony” car agility.

The available engines were also reduced and ranged from a 4.1L 250 ci six through the 7.4L 454 big-block. There was, however, a 6.6L 400 ci small-block as well as the regular 305, 307 and 350 ci small-blocks. Unfortunately, the cars were billed as “a size whose time has come.”

In 1977, Yarborough won his second Daytona 500, won nine of his 30 races and won his second Grand National title, however, it was the end of the road for the third generation Chevelle. At least it went out with a roar rather than a whimper. 

Chevy Yenko

The Ultimate Muscle Cars

Such an odd name, Yenko, possibly Hispanic origin, but in the automotive history books it ranks right up there with Shelby and Roush.

Let’s back up though, all the way to 1921 when the Durant car company was founded by William “Billy” Durant in New York after he had been fired by General Motors. Unfortunately, Durant folded in 1926 but Billy resurfaced two years later in 1928 and began building cars again. The following year, Frank Yenko who now had a one-year-old son Donald “Don” Frank, opened a Durant dealership in Pennsylvania. Unfortunately, Durant failed again in 1932 and with no option; Yenko switched allegiances to General Motors and in 1934 opened a Chevrolet dealership in Bentleyville, PA.

Yenko Chevrolet thrived but at the time, Frank’s son Don was more into planes than he was automobiles. He gained his pilot’s license at age 16 and soon joined the US Air Force. After his military service, Don pursued a degree in business admin at Penn State before joining the family business. Frank, meanwhile, was doing so well selling cars he opened up a second dealership at 575 West Pike Street, Cannonsburg, Pennsylvania. In 1957, when Don was just 30, he took over the dealership that would make Chevy Yenko a household name.

Despite what Ralph Nader had to say about the Corvair, Chevrolet’s answer to the Volkswagen Beetle, Don Yenko saw its potential and applied to the Sports Car Club of America (SCCA) for approval to race the Corsa. The Corsa was Chevy’s hot rod Corvair that was offered with an optional 180 hp boxer-six. The SCCA approved with a back seat delete and some performance mods and consequently, Yenko went on to build 100 certified examples of the “Yenko Stinger.”

“His fellow Corvette racer, Denise McCluggage, once described Don’s driving style as ‘brutish.’ ”David Steele, Executive Director, American Hot Rod Foundation

1966 Stingers were white with blue racing stripes in the style of the Ford GT40 but over the top rather than along the sides. Incidentally, this white and blue combination was recognized then as the United States’ international racing colors. In 1967, the Monza replaced the Corsa and now Stingers came in Marina Blue and Bolero Red, likewise with stripes. That year also saw a Yenko Stinger win an SCCA D Production national championship. Maybe as many as 400 were built between 1966 and 1973.

According to David Steele, Yenko fan and executive director of the American Hot Rod Foundation: “It’s true that Yenko was successful in SCCA racing with the Corvair but it was with a slightly less nimble car, an early Corvette, that he originally made his name in road racing. Considering the fact that his fellow Corvette racer, Denise McCluggage, once described Don’s driving style as ‘brutish,’ it’s no wonder that his best-known creations, his big-block Chevelles, Camaros and Novas, carried this same personality.”

Unfortunately, the Corvair was doomed, not only by Nader’s raiders but also by Chevrolet who introduced their Mustang fighting Camaro in 1967. Although Yenko continued to build Stingers through the end of Corvair production in ’69, his attention switched to the Camaro. At the time, GM forbade its dealers from installing engines larger than 400 ci in intermediate-size vehicles, nevertheless, Don ordered an L72 427 that made 425 hp and 460 lb-ft of torque and dropped it into a Camaro creating the Yenko Camaro.

Typically, a Camaro came with a 350 or 396 ci engine but again according to Steele, “Supercar dealers invariably went for the big-block 396—specifically the L78/375 hp version because it had the correct fuel lines, tach, radiator, etc., and then just install the 427/425 engine.” Chevrolet turned a blind eye but the efforts of Yenko and others such as Baldwin Motion often accomplished performance options that the factory wanted to deliver but couldn’t because of various regulations.

It’s uncertain how many Yenko Camaros were built in this way but 54 appears to be the best guesstimate for ’67 and 64 for the following year. However, in 1969 Yenko was able to exploit Chevrolet’s Central Office Production Order (COPO) #9561 to have the L72 installed at the factory.

Yenko ordered 198 Camaros, 99 Chevelles and 38 Novas but by now other dealers had cottoned onto the wheeze and ordered their own 427-powered cars. For example, Dick Harrell used COPO 9560 to order an all-aluminum, hand-assembled ZL-1 427 rated at 430 hp with 450 lb-ft of torque.

In 1970, Yenko continued to apply his magic to the Nova and ordered a further 175 equipped with the high-performance LT1 350 ci small-block V-8 from a Corvette. He called that model the “Deuce,” as in Chevy II.

Unfortunately, a number of events conspired to nail the lid on the muscle car coffin. Insurance rates were rising on these fast cars, Federal regulations required cars use unleaded fuel and to make matters worse, the oil crises began in October ’73. It wasn’t over yet though and in 1971 and ’72, again using the COPO system, Yenko ordered a couple of hundred Vegas, Chevy’s small-car, to which he intended to fit factory turbochargers.

Yenkos, especially the Camaros and despite numerous clones, are highly respected, sought after and expensive automobiles.

Unfortunately, the EPA required a 50,000-mile durability test and consequently, Yenko sold the Vega along with an optional performance package that could include the turbo. The story goes, Yenko ordered a little more than 125 Vegas but less than a dozen appear on the COPO.com registry site.

In 1981, Yenko tried once more with the Camaro Turbo Z, a turbocharged 350, but apparently, only 19 were sold and the following year he sold the dealership. Sadly, despite being an experienced pilot, he crashed his Cessna 210 on March 5, 1987, while trying to land near Charleston, West Virginia. He was only 59 years old, however, he left a lasting legacy: Yenkos, especially the Camaros and despite numerous clones, are highly respected, sought after and expensive automobiles.

For those interested, check out a new CarTech book titled Lost Muscle Car Dealerships by Duncan Brown. It covers the history of Yenko as well as others such as Nickey, Grand Spaulding Dodge, Yeakel, Reynolds, and others. It’s well worth a read.

Chevy Nova

The Little Chevy That Could.

The story of the Chevy II Nova can be traced back to Germany and the Volkswagen Beetle, believe it or not. VW’s Bug made such an impact on the automotive world that it jump-started GM to develop its own air-cooled competitor, the Corvair. Despite the “Nader-sayers,” the Corvair did well and forced Ford to develop the Falcon that debuted late in 1959. The Falcon took off and sold a staggering 417,000 units in the first year.

GM was caught off guard, meanwhile, Ralph Nader was killing the Corvair, saying it was dangerous; GM had to do something, and quickly. According to Chevrolet designer Clare MacKichan, “There was no time for experimentation or doodling around with new ideas from either the engineers or from us in design, and it had to be a basic-type car. I think that was the quickest program we ever did at any time,” he continued. “We worked night and day on that car, and it didn’t take very long to run it through our shop because we had a deadline.”

Indeed, the development of the Chevy II, as it was called, took a scant 18 months until the first production car came off the Willow Run assembly line in August 1961—almost two years behind the Ford Falcon. Conventional like its rival and definitely not experimental like the Corvair, the Chevy II, code name H-35, was described by Chevrolet General Manager Ed Cole as offering, “Maximum functionalism with thrift.”

“There was no time for experimentation or doodling around with new ideas from either the engineers or from us in design.”Clare MacKichan, Chevrolet Designer

While the Falcon was a “clean sheet” design with uni-body construction, the Chevy had a front sub frame that bolted under the body. Power options were either a 2.5L 153 ci four-cylinder or a 3.2L 194 ci in-line six. Both were brand new, but the four was the first four from Chevy since 1928. There was no V8—yet. As did the Falcon, the Chevy II came in two- and four-door versions plus a two-door hardtop Sport Coupe as well as a convertible and a station wagon. The Nova was the top of the line and Chevy II sales were brisk at 326,607 units, but not as brisk as Ford’s rival.

Sales improved in 1963 when Chevy II had its best year ever with sales of 372,626 units, of which 42,432 were the new Super Sport featuring bucket seats, a floor shifter and special gauges on the inside and exterior emblems, hub caps and side moldings on the outside. Mind you, the package only cost $160.40. There was still no V8.

When the 195 or 220 hp V8 did come in 1964, sales tanked to a mere 191,691 units of which only 25,083 had the new 4.6L 283-ci V8 power. The cause of the slump was similar to that of the Falcon when Ford introduced the Mustang because Chevy intro’d the Chevelle and put a nail in the Nova. However, in April 1964, Chevrolet unveiled the “Super Nova” concept car at the New York Auto Show. A little fat through the middle, and resembling the ’63 Buick Riviera, Super Nova never made it to production.

The second generation Nova came in 1966 and it’s knife-edge styling may have been influenced by the Super Nova. Regardless, it was a sharper, better-looking car. Sales increased over ’65 but only to 172,485 cars, of which 43,265 were V8s. Maybe customers were confused by the sales brochure that proclaimed “Chevrolet Chevy II Nova Super Sport.” What really grabbed buyer’s attention was the new 5.3L Turbo-Fire 327 ci V8 producing 350 hp. With a close-ratio four-speed the Nova was finally a performance car—10,589 were sold. Nicknamed the “Chevy Deuce,” the ’66 327 car was a hot rodder’s dream.

One such hot rodder was GM designer Larry Shinoda, designer of several Corvettes. Folklore has it that Larry drove a tricked-out Chevy II, and driving into the GM Tech Center one day he was stopped by the security guard for what the guard perceived as overzealous driving. The guard apparently said, “Why don’t you try that again.” Not to be told twice, Larry backed up, gave it some revs, side stepped the clutch and smoked the tires right through the security zone. He never looked back and the guard didn’t move.

One of the first drag racers to see the light was Bill “Grumpy” Jenkins from Malvern, Pennsylvania, who without factory backing began racing “Grumpy’s Toy,” an L79 Chevy II in A/Stock class. Bill killed it but soon switched to the new Camaro. Much like Ford killing the Falcon with the Mustang, Chevy was about to do the same to the Nova with the Camaro. However, it was not dead yet. Meanwhile, “Jungle Jim” Liberman began driving Funny Cars in 1965 using a Nova body before building a new, steel-bodied Chevy II “Jungle Jim” Funny Car in 1966. Jim became a fan favorite with his 100-mph back-ups and quarter-mile wheel stands. Jungle’s touring success in ’67 prompted him to build a sister car for Clare Sanders for the ’68 season. Meanwhile, west coast fans cheered for header manufacturer Doug Thorley’s “Chevy 2 Much.”

Not to be told twice, Larry backed up, gave it some revs, side stepped the clutch and smoked the tires right through the security zone.

Gen III came in 1968 when the car was completely redesigned; unfortunately, the station wagon and the hardtop sport coupe were axed. Technically this was still a Chevy II available as a two-door coupe; a four-door sedan and bowing to European influence a three-door hatchback. The semi-fastback styling, the rakish grille and a slightly longer wheelbase put the car in a different bracket; it was still a compact but in reality in name only.

The big news for ’68 was that the Super Sport was now a real performance package that included a 295 hp version of the 5.7L 350 ci V8. Base engine was a 307. You could also get a big-block 375 hp 6.5L 396 with 415 lb-ft of torque at 3,600 rpm. There was also a choice of four-speeds or a three-speed Turbo 400.

The performance dealers were quick to see the sales potential and began ordering the L78 396s. Meanwhile, drag racer Dick Harrell, who had built cars for Nickey Chevrolet in Chicago, and Yenko in Pennsylvania, moved to Kansas City where he swapped 500 hp 427 Rat motors into Novas for Fred Gibb Chevrolet.

In 1969, Chevrolet dropped the Chevy II moniker and just called it the Nova—like everybody else. Power for the Chevy Nova SS model was increased to 300 hp and for the first time the SS came with front disc brakes. It was, after all, 1969. Unfortunately, the 396 option that was actually a 402 ci, was dropped the following year. In 1969, Yenko had ordered 38 Novas with the 396 option, but in 1970, Yenko ordered a further 175 equipped with the high-performance LT1 350 ci small-block V-8 used in the Camaro Z-28 and the Corvette. With an upgraded drive train, he called that model the “Yenko Deuce,” as in Chevy II. Unfortunately, however, new regulations were gradually eating away at the muscle and by ’73 the SS option was little more than a decal package. Nevertheless, the ’69 remains the quintessential Nova as evidenced by comedian Joe Rogan’s hot rod with ’69 Camaro fenders built by Steve Strope’s Pure Vision Design.

New, mandated energy-absorbing bumpers added to the length but not the aesthetics and sales of V8s declined. The last hurrah came in 1974 with the introduction of the “Spirit of America” to celebrate the upcoming 1976 bicentennial. The cars were painted a patriotic white with blue and red stripes and interiors. Meanwhile, the body was cloned for the Olds and Buick divisions, heck, even Pontiac got in on the game with its Nova-like GTO, albeit with a Pontiac signature split grille. It was badge engineering at its best.

High School Sweetheart:
A ’70 Chevelle to Remember

When Mike Hegarty was just 17 years old in 1981, he bought a $1000 1970 Chevrolet Chevelle that he was going to flip for his friend, Bob. However, after driving it, he called his buddy to tell him he had good news and bad.

“The good news,” Mike said, “is that I’m in love.” His buddy, not sure what Mike was on about, asked him what the bad news was. “It’s with this car you’re supposed to be buying and you’re not getting it,” he laughed. Bob, though sad was very understandable about the situation. Even at just 11 years old, a 1970 Chevelle was still too hard to pass up. It was a car Mike could never truly part with considering he’s had it for 37 years now.

It’s not the perfect Chevelle, mind. “The engine numbers don’t match,” admits Mike, “but any car that was designed from the factory to beat on wouldn’t be.” His car has even had several engines, transmissions, and rear ends changed two or three times since he’s owned it. “I’ve always treated the car like it was meant to be,” he continued, “It’s a hot rod. I can leave the car sit for a year, get in it and drive it a mile and start side-stepping the clutch and driving it hard.”

That wasn’t its only imperfections. The paint was lacquer checked, also known as crows’ feet, where it starts to crack due to weather exposure. “About two-thirds of the paint is still original with spotting here or there to fix it,” he says. Ironically, when he bought it, a car would have been sanded back down and resprayed to get rid of it, “now, the world has changed, and this look is desirable. It doesn’t need a paint job,” Mike laughed.

The engine currently in it is a 1973 454-cu.in. Big Block Chevy V8, but not much had been done to it. It came out of an old motorhome that his Uncle John had and ran very strong. The motorhome was also the tow vehicle for the Bonneville race car they owned. It was tough enough to outlast the body panels that were slowly being eaten away by the salt. So, when they finally rotted away, Mike pulled that hard running 454 out and put it into his Chevelle.

It still has the four-speed M21 Muncie, but now has a bolt-on Gear Vendors overdrive unit sending power to the rear end that was installed by Broadway Automotive & Transmission in Oakland, CA. “It’s getting tired now,” says Mike, “it’s starting to get a little grey smoke when I start it up in the morning.” The plan is to replace it with a new Chevy Big Block of some sort.

The transmission tunnel had to be modified due to the overdrive unit, so it and the hump in the seats were modified for its fitment. That’s not to say it’s not improved upon. Much like his C-10, this 1970 Chevrolet Chevelle would get option parts from wrecked classics from his dad’s, Ed Hegarty, wrecking yard – Deal Auto Wreckers. For many, many years, his dad, known as “The Deal Father,” and this yard were the source for classic GM and other vintage car parts. He was also a member of the Bonneville 200MPH Club with his partner, Dave Dozier in the Chrysler flat-eight powered Dozier and Hegarty Streamliner. It had a top speed of 233-MPH and went 300-plus-MPH in 1994, the first-ever Hemi-crate engine steamliners to do so.

His Chrysler connections didn’t stop there, either. From 1996 to 2001, Ed supplied Plymouth “Hemi” ‘Cuda Convertibles for the CBS TV show, Nash Bridges. They weren’t the star cars but were the dummy and stunt cars that would get torn up. A few were even six-cylinder powered versions. Probably the prized cars in his collection, however, were the Grand National Roadster Show America’s Most Beautiful Roadster (AMBR) winning “Deuceari,” a Ferrari 330-powered 1932 Ford highboy and the 1940 Dick Bertolucci/Buddy Ohanesian built 1940 Mercury. A ’40 Mercury convertible sedan turned with a custom hardtop in the 1950s. Sadly, Ed passed away in December of 2012 and Deal Auto Wreckers closed permanently not many years after.

Going back to the Chevelle, the suspension is still the stock suspension as from factory, with only wearing parts replaced not long ago. “Just a year ago,” Mike admitted, “I replaced the worn-out shocks, brakes pads and shoes, and wheel cylinders.” It has “OEM Plus” modifications, just like his C10 but from other GM cars. The seat is a recovered Strato Bench seat, a bench that has a folding center armrest, pulled from a mid-size GM car. Though, it had to have its tunnel reshaped to also fit the overdrive unit just like the transmission tunnel in the floor. The Chevelle also has power windows and brakes and even features the fiber optic headlight monitors on the fenders. The wheels, though, are Halibrands in 15×7 and 15×8 with simulated “knock off” center caps wrapped in classic looking Milestar Streetsteel tires in 245/60 front and 275/60R15 rear.

If you’re surprised by the lack of hot, over-the-top parts, you’re in short company. “You know,” says Mike, “not every car needs to be a show car or even a hot rod.” We can’t help but agree after looking at both of his examples. This 1970 Chevrolet Chevelle is a great example of a car that’s cool just for how original GM it is. Sure, it’s modified but it’s all parts that were available from GM for the Chevelle or any of their other mid-sized cars. Working with factory parts, even NOS parts, means you are getting factory fit and quality. It’s a great lesson on how to build a hot rod without breaking the bank and building with overly expensive and custom parts.

From Show to Go:
1967 Chevrolet Chevelle

The yearly pilgrimage to the Las Vegas Convention Center for the SEMA Show draws hundreds of vehicles built specifically for that event, showcasing the latest, newest, and best the automotive aftermarket has to offer. Whether they’re million-dollar concepts from an OEM or a one-off custom put together by a shop with one lift and an open trailer, they’ll get a few short days in the spotlight before fading into history. Many won’t even set a tire tread on asphalt beyond the trip between their transporter and the convention center floor. This 1967 Chevrolet Chevelle isn’t one of them.

The 1967 Chevelle you see here was crafted for the 2013 SEMA Show to highlight TMI Products’ XR interiors for classic cars, but after it had its 15 minutes of fame on the convention center floor, it didn’t suffer the same fate as so many SEMA cars do, relegated to the back corner of a shop or sold to a collector with more time spent with a microfiber cloth in hand than the steering wheel and shifter.

Instead, owner Jimmy Dingwell did the unthinkable – he actually drove it, and drove it a lot. So much so that when we recently caught up with it a few years after its SEMA debut, it was in the hands of Darin Smith at DWS Classics in Huntington Beach, California for a little refreshing.

“Right after SEMA, they got out and drove this puppy. It was in a couple of magazines, and then right afterward they started driving it,” Smith explains. “It came to us needing some maintenance. Even SEMA cars wear out and end up needing some love too, I suppose. When it came in it was making some noise – the exhaust was banging up inside the quarter panel of the car and it had some suspension bushings that were worn out, so we went in and re-bushed it to get rid of some of the thumps and knocks in the car.”

Along with the general TLC, the Chevelle was also in need of new rubber, and Milestar MS932XP ultra-high performance tires were the go-to choice. “It’s got a performance suspension and brakes, and it handles pretty darn well,” says Smith. The W-speed rated MS392 XP, designed specifically for 18, 19, and 20-inch wheels and low-profile applications has the exceptional grip, stability, and comfort to match this Chevy’s top-tier handling capabilities without sacrificing wet traction – an important feature for a car that gets driven in the real world.

“It’s quick, it handles, and it’s a lot of fun to drive,” Smith continues. “It has a manual transmission – a Hurst-prepared 5 speed – and manuals are always more fun.” The Rapp Racing 355ci Chevy small block delivers an estimated 550 horsepower and serves as the only source of audio for this Chevelle. Per Smith, “It handles and stops nice, and it has AC. It just doesn’t have a stereo. It’s nice to hear all that music from the engine…”

With the wear and tear addressed, this former SEMA star is back on the road and ready to be enjoyed once more, the way classic cars should be. “It’s a real nice, clean, well-built car,” Smith concludes. “What more can I say? Everyone who sees you driving it gives you a thumbs up. You can’t be shy in that thing.”