Chassis preparation is laughable, based on a completely unmodified frame, it retains the original control arms but they sandwich Moroso Trick springs and stock type shocks. No one mentioned new bushings. Traction quotient is enabled somewhat by QA1 adjustable shock absorbers. Everything else is stock, including a 12-bolt axle with 3.73:1 gears and 33-spline axles.

The 10-wide troopers dig mid-500-inchers with the best parts and a big snoot of juice, so Tadin was obliged to get Spangenberg busy with a rollcage. That luggage at the rear is full of silk (okay, so it’s fake silk) that sometimes deploys unexpectedly on a dusky road. Tadin is so much concerned with the Chevelle’s “stockness” he has yet to cut an inch of its metal. Anyone who’s messed with an A-body knows about its stingy wheel hogs. This means that the widest tire that Paul can apply is a nine-inch slick. His panacea for the time is an M/T 29.5/9.0-15. When it flattens out, the sidewall bulges past 11.5-inches. Think the time has come for more teeth? The other thing we want to know is how he launches all that grunt consistently on that skinny nine-inch rubber. Watch the video.

Up front, Tadin runs 29.0/4.5-15 M/T ET Fronts (for a long roll-out) on spiffy 4-inch Weld Drag Stars. Advance in braking technology pulled Paul to 11.8-inch Wilwood discs at both ends of the Chevelle. Handling? Forget about it. This thing doesn’t need to handle. C&S Performance in Butler machined and built the high-quality 565-incher with a Dart Big M block, a Callies crankshaft, BME aluminum connecting rods, and JE 13.0:1 pistons circled by Hellfire ring packs. About the Cam Motion cam: Tadin says it’s a solid roller with big bumps on it and that it’s driven by a Jesel belt drive and that’s all.