DRIVETRAIN
Bob got himself a ’67 427 cylinder case, one with 4-bolt main bearings, and passed it off to Ed Wiley in Brooksville, FL. Ol’ Ed picked up an Eagle 4340 crankshaft (3.760-inch stroke), some Eagle H-beams with 7/16-inch bolts, forged TRWs (4.250-inch bore) and built Bob nice, sturdy short-block. For what Bob wanted to do, it would have to be. Ed sunk the Crane roller home (264-degrees duration at 0.050, 0.585-inch lift) and capped it with a Cloyes chain and a stock oiling system. Bob likes 11.5:1 compression and a cam that really doesn’t begin to work until it tips 4,000rpm, so he brought out some ported and polished GMPP rectangular port heads (315cc intakes, 118ccc combustion chamber, and stainless steel 2.19/1.88-inch valves). To these heads, Ed affixed Crane valve springs, Gold Series 1.7:1 roller rocker arms, 
Quick-Lock stud girdles, and the corresponding pushrods. Induction is simple and timeless and very reminiscent of what this engine would have used in 1967: Holley 850cfm double-pumper on an Edelbrock Victor Jr. intake manifold. The rest reads like a who’s who in the speed gimmick world: MSD box and timing at 34 degrees total, Hooker Super Comps, and a complete Flowmaster 3-inch mandrel-bent exhaust system with cool, factory-exit tailpipes. Now you might expect that a guy plummeting headlong toward geezerhood would cotton to nothing but an automatic. No dice for Bob (57). I told you he really likes this stuff, really likes the control the clutch affords…only real dudes drive a stick car. So it’s a new Borg-Warner Super T-10 4-speed fixed with a Hurst Competition Plus shifter (red handle is for reverse). Torque is passed from a Centerforce 11-inch clutch and flywheel, channeled down a PST driveshaft and linked with a 12-bolt working Strange C-clip eliminators, 33-spline axles, and 4.10:1 gears. Yow, Bob! Here’s a great place to put a 5-speed overdrive (4.10’s to 2.87’s).