1968 Chevrolet Impala Turbo LS 6.0 4L80e 950 Horsepower

PLEASE READ THIS FIRST! I strongly encourage anyone truly interested in purchasing this vehicle to inspect it in person first. It’s impossible to accurately represent a 51 year old car with only pictures and a description. I will do my best to describe it honestly and thoroughly but there is always the possibility of missed things. This is not a fresh Kin-dig-it or Roadster Shop build costing over $500,000. It’s a fast and reliable classic built for the street in my garage.

There is a lien at my local credit union but this please don't let this discourage a deal. They are easy to work with and I can accommodateany buyer to make the transaction go smoothly.

Please contact Alex directly at 630-400-4762 for any questions or links to videos.

Drive by and short 14 PSI blast.https://www.youtube.com/watch?v=f7IFMCXNAy0

Quick video of a short drive. https://www.youtube.com/watch?v=nsVFG2i4zCM&feature=youtu.be

Walk around video.https://www.youtube.com/watch?v=s74Jpn760sg&feature=youtu.be

Wife Driving.https://www.youtube.com/watch?v=fbMn7Zc2jfU&feature=youtu.be

I purchased this car in 2012 with the factory numbers matching 250 HP 327, Powerglide, and 10 Bolt rear end. In 2015 the car underwent a complete drive train upgrade to a 950 horsepower turbo LS 6.0, 4L80e trans, and 12 Bolt rear. No corners were cut to ensure reliable power, drivability, and comfort. The built took almost a year and almost $30,000 in reciepts. It’s currently tuned with the factory E38 ECM to run E85 at 19 PSI to product 842 rear wheel horse power.

I’ve put over 4,000 miles on the drivetrain without an issue. The cars starts easily when cold or warm just like a modern EFI car should. Everything works except the ammeter and the clock. Everything else including the lighter, key buzzer, glovebox light, trunk light, & all dash lights. The dash cluster has been converted to dimmable LED bulbs. The heat and defrost work great but is not a factory AC car. *. * Factory heater only car. The car has been lowered but drives nicely due to the adjustable shocks. You can dial in extra rebound and compression for better handling or dial it out for a smoother ride. You can also set them up like a drag setup for weight transfer. The idle is fairly tame with a bit of lope but the exhaust keeps everything in check and does not drone on the highway. Roll into boost and the exhaust dump valve starts to open around 8 PSI and is fully open by 12 PSI, just make sure you pointed where you want to go first. The 4L80e shifts beautifully and is almost stock like when driving normally. The Yank converter allows you to build boost if you choose and really allows the turbo to work at higher boost levels. The lockup keeps RPM’s low when cruising.

The power is controlled by an Innovate SCG-1 Boost Controller/Wideband gauge. This functions to change your boost settings on the fly along with providing a safety net if the wideband goes lean. With the boost controller off, the boost peak on the wastegate spring is about 12 PSI. With the controller on it peaks at 19 PSI. You can easily vary the peak high boost setting up or down by changing the duty cycle of the controller. I also allows you to view real time Vaccum/Boost, Lambda (air/fuel ratio), & peak boost. This all in one setup housed in a 2 1/16" gauge under the dash next to the Spek electric fuel pressure gauge.

The body is very nice and rust free. It was painted by the previous owner who owned a body shop but this was his personal car. It’s finished in Dupont Chroma Premier Tuxedo Black (NO METALLIC) single stage. The lines are beautiful and very straight and the gloss is a mile deep. All of the trim is present and in very good condition. The bumpers are original and straight but have slight pitting but are very presentable. The stainless trim is all nice and mostly ding free.

The interior is in great shape with seating and belts for 6 passengers. My wife and 3 boys often cruise comfortably which compared to a Chevelle or Camaro is a blessing. The extra room of the full size platform really makes a difference inside. The Strato Bench is a unique feature that looks like buckets but is really a bench. The best part is a comfortable folding armrest that I installed cup holders in. I completely restored the 6 way power seat unit using all factory parts and new custom machined Derlin sliders for the tracks. All gears and cables were disassembled, cleaned, and lubed. The tracks themselves were cleaned and clear coated for a factory look. The carpets, door panels, and dash are in great shape.

The trunk is in nice shape and has gray and white splatter paint. The battery, starter solenoid, and fuel pressure control module are mounted back there. The finish is very nice and present able but there are a few very small rust spots on the dropoff, presumably from the support spot welds. These spots where there since I purchased the car and have not gotten worse. Other than that the trunk is very clean and dry. It has a 2 part satin clear to improve durability. Again, it looks great for being painted over 10 years ago.

Out of all the cars I have owned, this one has been the most fun and by far the nicest. I have a massive folder full of receipts and dyno charts along with a binder that I organized for the instruction manuals to the various systems of the car. I also have the original owners manual,Protect-o-plate, and service records back to 1981 when the car appears to have been used much less. The cars runs, drives, and sounds great. There is never another one like it at a car show and it drops jaws everywhere it goes. I encourage anyone interested to call me with any questions they may have.

U14 Factory Tach Dash with working temp, oil, tach, and speedo(ammeter not connected)
Strato-Bench seat with fully restored 6-Way power adjustment and custom cup holders.
2008 6.0 LY6 with Gapped 1st and 2nd rings.
823 Square port heads with valve job.
LS3 Intake.
ARP Head Studs.
LS9 Head Gaskets.
JFR (Jarret of the Triple 12 cam fame) Iskendarian 218/224 Rectangle Port Turbo Cam degreed.
Custom Dewitts Radiator.
BTR Valve Springs.

Borg Warner cast S475 T4 1.25 83mm with race V1 cover-Ceramic coated turbine housing and hot side.

4” stainless coated and wrapped down pipe to a Sound Performance 4” boost activated cutout that can be switched on or off from the engine compartment.

Full 2.5” stainless Magnaflow dual exhaust exiting just in front of the rear valance.
4L80e with a Jakes's Performance Stage 3 kit (Billet 300m input shaft, billet front hub, Sprag, Rollerized, HD clutches, Wide band, all new electronics, harness, and valve body plate).
JFR Yank PY3400 triple disk converter.

Derale 32k BTU trans cooler with hardlines.
4" Aluminum driveshaft with billet Sonnax trans yoke and Moser billet rear yoke.
12 Bolt with welded tubes, new bearings, US Gears 3.31 Ratio, and Detroit Tru-Trac.

Moser HD Hardened 31 Spline Street axles with 3” studs.

Pro-Form Perfect Launch cast pre-load diff cover with drain.

Rick’s Hot Rod’s 26 gallon stainless fuel tank with Vapor Works corner pickups .
Dual Camaro ZL1 Fuel Pump Modules - Returnless system for quiet and reliable performance.
Vaporworx/Pressureworx PWM boost referenced fuel pressure control module with E85 compatible -8 hoses run to Holley billet fuel rails.
ID 1000 Injectors.
Innovate SCG-1 Wideband/Boost controller.
Spec electric fuel pressure gauge with warnings.
JGS-500R Wastegate with heavy spring with additional lighter springs.
JGS 50mm BOV with additional springs.
Garrett 12x24x3.5 air to air intercooler with ATP cast end tanks.

MSD 2 Step-Swich allows activation with horn button.

JVC Bluetooth, USB, AM/FM stereo with 3.5 speakers up front and 4x6 speakers in back setup for cell phone handsfree use.
Viking Double Adjustable Shock all around with coil overs in front..
Helwig Sway bars.
Tubular front control Arms with Derlin bushings and Howe tall upper ball joints.
Umi adjustable rear upper control arms with spherical bushings.

Baer Remaster billet master cylinder powered by a rebuild Hydroboost.

Baer 6p Front 6 piston calipers on 13” slotted rotors.

Baer 4 piston rear calipers on 12” slotted rotors.

All stainless steel hard lines with braided steel flex lines.

Baer proportioning valve mounted under the drivers door inside the frame.

Ridler 695 18x8 wheels in front and 19x9.5 in the rear.

Nitto NT555 255/45/18 fronts and 285/40/18 rears in good shape.