Up front is a combination of control arms from Global West and SBC. The Global West lower arms are built like a tank, and the SBC upper arms feature a shimless design that uses steel bushings to eliminate flex. Instead of installing drop spindles, which can adversely affect steering geometry, Brent opted for a more creative solution. "It's amazing the kind of stuff you can find by just flipping through a NASCAR parts catalog. I installed a set of ball joints that are 1.5 inches longer than stock," he explains. "This raises the upper control arm at the ball joint area, which improves camber gain. Since they were designed for '80s A-body circle track cars, the ball joints are a direct replacement and are very cheap." Speaking of steering geometry, Brent installed spacers between the tie rods and steering knuckle until all vestiges of bumpsteer were eradicated. Moreover, a DSE splined sway bar helps manage weight transfer, but Brent took the design one step further by drilling four additional holes in the endlinks spaced 3/4 inches apart. This allows fine-tuning preload in 75 lb-ft increments. As with the rear, the front end uses QA1 coilovers, whose upper mounting brackets have also been reinforced with steel plates.

To any observer, the thoroughness of battle-tested engineering being infused into every nut, bolt, weld, and Heim joint in Brent's Chevelle is beyond brilliant, and defines the essence of this finely tuned machine. It's a final product that can only be achieved through a graceful coalescence of track time, deft fabrication abilities, and an intimate understanding of chassis dynamics. "Racing is the best way to sort out your car. Pounding on your car at the track and breaking parts makes you build better parts, which forces you to build cars that really work out of necessity," he says. Although we're not any closer to solving the mysterious origins of "Bob" and "Bill," at least the Chad-for-Brent nickname actually makes sense.