BeCool is really a “kool” company as their products fit, work and deliver the promised performance levels. There is nothing more aggravating than having your vehicle overheat on a cruise and leave you stranded and feeling stupid. I know you can guess that “Happened” to me at least once.

The Transmission is a TH 400 built for competition by B&M Transmissions. Since this tranny is only a three speed, Ben ordered up a “Gear Vendors” over/under drive to bolt onto the back for improved fuel economy and it really delivers. . The installed shift kit from B&M reverses the shift pattern from – 1st to drive going forward, to “1st ” to “D” going backward. The torque converter is a B&M 3,000 RPM stall that starts connecting things right where the torque starts coming on like a Bull Moose in rutting season. The flexplate was made by TCI and is SFI certified for competition. (Part # 399473) and complies with SFI code 168T.

To me there are only two major things different between the 502ci and the 572ci engines. The first is the obvious displacement levels and as my best friend, Steve Agnello, always says; “There is no replacement for displacement.” But the second is the ability to rev up and still live. The bigger the engine, the more it likes to stay in the middle RPM ranges (5,500 to 6,000 RPM) and build torque to do the work, not just massive amounts of HP. Yes, there are a lot of +8,000 RPM big blocks at the race track, but they are super expensive to build and maintain. Steve, mentioned above, has a 548ci Dart race block in his 1966 Chevy /Nova hood along with an 871 Supercharger with two Demon carbs sticking out. Although this engine makes right at 950 HP at 6800 RPM, what makes your face light with a giant smile is the torque at launch, not the top end speed.

A large 4” diameter aluminum driveshaft with Dana 1350 U-joints at each end move the power and torque to the Moser custom 9” with new “Big Ford” housing ends and mounting brackets for the G-body chassis and body. These units bolt-in like they are OEM and deliver a much stronger differential for high performance use. Ben had Strange install 3.50:1 Yukon gears on one of their all aluminum spools. I run one of these same Moser units in my 1985 G-body El Camino, but the differences between them is Ben runs Strange 35 spline competition axles with an all aluminum spool and carrier; mine are Moser 31 spline and I use a Moser nodular carrier and a Eaton/Detroit Locker “TruTrac” since I drive a lot on public roads.

The rear arms (adjustable uppers and fixed lowers) are from Metco as is the driveshaft loop. Front as well as rear brakes are discs with the fronts being stock while the rears are racing units from Wilwood. Front and rear you will find Year One “N90” wheels that measure 7” and 8” respectively. Tires are 245/45R17’” inch in the front and 275/45R17 in the rear. Although the sizes are different, Falken Azenis fill both wheelwells.   

One stock master cylinder and booster handle the brakes at both ends, but the front wheels are controlled by an original Hurst roll control. The steering wheel is a stock classic Chevrolet SS model and although it is a stock wheel, it really looks classy. It was terrible to touch, worn out sticky vinyl, so he covered it with black leather a “Wheelskins” kit that now looks factory. Wheelskins are the only company making OEM (actually better than) quality that you can lace up your self and have a 90% chance that it will look at least like an OEM or better steering wheel.