The interstate highway system, begun in 1956 and proclaimed complete in 1992, was (is) providing all of us with a way to enjoy, what else, our cars. The beginnings of drag racing, rod runs, and weeklong getaways were in the offering for us and our hot rods. What better way to “See The USA In Your Chevrolet” than with George Poteet’s 1960 Chevy Impala (built under the roof of Goolsby Customs) that features what was the best of 1960 styling along with what’s the best of today’s technology. The end result is a roadworthy warrior capable of restfully cruising down the highways and byways, as well as carving a canyon or ripping up a strip of asphalt.

The 1960 Chevy Impala, while reminiscent of the 1959, did offer noticeable changes such as the re-cued front and rear styling treatments along with a bump in horsepower. But it did keep the “bubbletop” design, which to this day is still considered one of the prettiest rooflines ever designed. The “mack daddy” of Chevy engines, at the time, was the W-motor (because of the head design) and was still 348 cubes, but now featured a horsepower increase over the 1959 to a now 335 arriving through the use of Tri-power, special cam, and 11.25:1 compression (ah, we still long for the days of high compression and the crisp “whack” of the throttle). Gone were the highly stylized 1959 taillights, affectionately called “cat’s eyes,” and brought back were the circular taillights; Impalas sporting three taillights per side and other models two. This design theme would be around in some variation of shape through 1975.

Let’s start by looking under the hood of George’s 1960 Chevy Impala. At first glance you see the distinctive valve covers that immediately remind you of a W-motor; could it be a 409 or was it a stock for the year 348? A casual glance would tell you that it’s a 409 given the factory-looking “409 Turbo Fire” valve cover decals. But you really should look a bit more closely. In today’s rodding world the LS motor is “king,” but to really make rodders pay attention how about an LS that looks like a W-motor–a 409 at that! You are looking at a Pace Performance LS3 (PN GMP-19419864-MC) that pumps out 495 hp. In ’60s speak that would be a 376-inch V-8 but in today’s vernacular we think of it as a 6.2L. It also comes with a passenger-side dipstick. Dipsticks are not inherently high on our list of “mentionable” items but remember the 409 was equipped with a passenger-side dipstick located between the #2 and #4 cylinders. Take a guess where this LS3 has its dipstick located–right where you would expect a 409 ’stick to be placed. (Yes, we know one of the tricks was to take a 348 and swap oil pans with a 409 and trick your buddies.) But our story doesn’t end here. An LS Classic Series by Lokar conversion (affectionately referred to as a “classic in a crate”) turns this garden variety LS motor into a vintage-looking 409, thereby tying together the memories of old with the making of today’s memories. Complementing the LS Classic Series is a Holley Dominator dual-quad arrangement, thus providing the fuel delivery system. Resting on top of the “dual-quad” look is a vintage-style 409 air cleaner that’s another LS Classic Series by Lokar new product. For those who wanted their 409 to look the part with “dual-quads” you will need this air cleaner. Additionally, enlisted into service are Hooker headers dumping into a custom exhaust system that works in unison with a pair of MagnaFlow mufflers all expertly linked together by Goolsby Customs. Other engine appointments include a C&R Racing brushless electric fan, XS Power battery (A3400), and a Lokar LS serpentine belt system that gives you the advantage of one Dayco six-rib serpentine belt but also gives a ’60s-era accessory placement. The serpentine belt system comes with a Powermaster 180-amp alternator and a Sanden SD709 A/C compressor. Linking this potent V-8’s horsepower to the IRS is a Bowler Performance Transmissions 4L65E and a Dynotech driveshaft. This legitimate 500-plus horsepower faux 409 is a far cry from the “massaged” 335 hp of 60-plus years ago; driveability, economy (yes, enhanced mpg), and reliability make the LS the new “king of the modern rodding world.”

Garnering all of this performance and making it handle and ride like a modern-day performance car becomes the responsibility of a Roadster Shop Ride Line chassis. This chassis does come with longer stroke coilovers and a Camaro ZL1 IRS while the IFS is comprised of Bilstein coilovers, rack-and-pinion steering, C6 (Corvette) spindles, rotors, and calipers, and a Detroit Speed master cylinder with booster assembly.