Custom 1977 Chevrolet Longbed Pickup - Just Plain Low
Long Bed Bad Boy
Some people never learn, or they're just bored to death. A concrete cutter by the name of Christopher Stahi of Houston, Texas, is a workaholic. He found the ugliest truck, with rotted-out floorboards, and decided that would be his new project. Talk about the swan story! If any chicks are looking to land a guy with a bankroll, Chris may be a potential score. He obviously doesn't mind spending money, and he must have it to spend.
To begin with, this work truck was a ragged, worn-out pile, plus it's a longbed - talk about tackling the impossible. Yet Chris was headstrong in winning over this build. The '77 work truck was stripped down to the frame, because that was pretty much the only usable piece left. With low in mind, Chris cut 2 inches off the crossmember and channeled it for strength. After which, a 3-inch-offset Belltech spindle and 4 inches of spring dropped the front suspension by 9 inches. Out back, the rearend was flipped over the springs, then a combination of spring hangers, shackles, and a 1-inch block dropped the 3/4-ton truck's tail section by 11 inches.
Intro's Twisted Vista wheels sit under the heavy hauler, with a 6x15-inch rim up front and a 12x15-incher out back. Kumho 215x55R15 tires are wrapped over the front rims, and Mickey Thompson 31-inch-tall ET Street Legal Drag Slicks are mounted to the back rims to provide the traction. A cut-down GM 12-bolt rear diff' fits the big meat under the skirts on the 8-foot fleetside. The differential is stuffed with 4:56 gears and an Eaton posi with 31-spline Moser axles.
With all this ability to launch, a monster motor was in order. The 454 engine was race-prepped by Neil Bergin in Houston. The bore gained 0.060 inch compared with the stock slug size, and the stroke was increased to 4.250 inch, making the 496ci a fire-breather. Manley connecting rods fixed to JE's dome pistons complete the rotating assembly. The domed pistons fill the combustion chambers in the bad-boy Brodix heads, making a 12:8.1 compression. The pistons pull the fuel charge through a 1,050-cfm Dominator carburetor and Edelbrock Victor-series intake manifold, then finally through the heads. An Isky roller cam with 0.740 inch of lift on the intake and 0.680 inch of lift on the exhaust allows the fuel charge to fly by the Jesel-controlled valves. The spent fuel exits through Hooker headers with a 3-inch collector, and custom dual 3-inch mandrel-bent tubing finishes off the exhaust. If that's not enough, you can really get the Pete Jackson geardrive to whistle when the NOS big shot is lit off, adding as much as 400 additional horsepower.
The 400 Turbo tranny was gone through and a Class Three Trans Pro shift kit was added. It's also equipped with a TCI 3,500-rpm stall converter to enhance the hard launches. All in all, the big-block pushes out 800 hp and 750 lb-ft of torque off the bottle. Of course, at a 12.8:1 compression ratio, Chris is left to running only high-octane fuel, but with fuel prices going up, the difference between race fuel and pump gas is narrowing daily.