The thunder within every Street Shaker resides between the framerails and to bring it all to life Dave worked with Andy Jensen of Jensen’s Engine Technologies in Nescopeck, Pennsylvania, to inject a serious amount of horsepower into the equation. Jensen’s assembled a fire-breathing 410ci small-block packed with all the right stuff, including a Callies lightweight crank, Oliver H-beam rods, JE 11.3:1 slugs, COMP Cams custom ground cam, and topped it off with a pair of Brodix 18-degree aluminum heads. Fuel gets dumped through a Holley 1,050-cfm Dominator perched atop a Brodix intake while the fire gets lit by a Vertex mag and spent gases dump through a set of owner-fabbed headers. A GM Powerglide massaged by Ron Edwards of Lancaster, Pennsylvania, features an ATI converter and B&M internals while an Inland Empire aluminum driveshaft pushes everything rearward.

With the bottom end of the build complete, Dave shifted his attention to the rollcage, being one of the more difficult portions of the build to tend to. He worked with Gene Knaub of Dover, Pennsylvania, to incorporate a certified 8.50 e.t., 10-point chromoly cage into the tiny interior, which was a true exercise in engineering since the car would see both street and strip use. With that completed, he moved onto the body. Since the car already had a perfect 6-inch chop and 5-inch channel by the prior owner, he focused on reworking the rear wheel openings as well as adding a flat firewall, and suicide doors. With all of the fabrication complete, he then massaged the vintage steel to perfection and delivered it to East Coast Muscle Cars in Craley, Pennsylvania, to lay down a lustrous coating of PPG custom-mixed vibrant blue pearl vibe. Inside Auto Meter gauges help monitor the vitals while a B&M shifter moves the gears and a Billet Specialties steering wheel sets the course. To add just enough comfort, Sholley’s Trim Shop in Dillsburg, Pennsylvania, laid out plenty of buff ultraleather to cover a pair of reworked Kirkey aluminum seats, custom door panels, and console. With an estimated 650 hp on pump gas and weighing in at 1,980 pounds, Dave hopes to have the coupe dialed for the low 9s in the quarter-mile, and to us that’s deep into Street Shaker territory!

Tech Tips

Comp Performance Group


How can I figure out what my lift will be with a new rocker ratio?

First, divide your current total valve lift by your current rocker ratio. This will give you your lobe lift. Next, take the lobe lift and multiply it by the new rocker ratio. This is your new total valve lift.


Keep ECUs away from “noise”

The weatherproof ECU that contains the electronics that control the EZ-EFI needs to be mounted at least 2 feet from ignition boxes, coils, distributors, or other ignition components. These and other electrically “noisy” components can interfere with the ECU and cause problems.


Correct timing

With an Inglese EZ-EFI system, you can move timing around, just like with a carbureted setup, to find where your engine is “happiest.” However, an Inglese XFI 2.0 system requires that you find (and tune) the engine with a more precise timing landscape that accommodates the best engine performance, as well as driver satisfaction. This will vary depending upon gearing, engine size, altitude, engine compression, and so on, but taking the time get your timing right will make a big difference in performance.