Getting the job done in a portly A-body called for some serious grunt, and fortunately, Darryl's 442 already had a 455 big-block in place of the factory 400. After it blew a head gasket one day, he had the perfect excuse to build a new stump-yanking combination. Darryl enlisted the services of Bob Earleywine Performance, who stroked the big Olds to 496 ci with an Eagle 4.500-inch cast crankshaft, steel rods, and MAHLE 11.0:1 forged pistons. The air supply comes courtesy of Edelbrock Performer RPM aluminum cylinder heads, an Offenhauser intake manifold, and a Quick Fuel Technology 4500-series carburetor. Actuating the valves is a COMP 230/230-at-.050 hydraulic flat-tappet camshaft, and an MSD distributor and coil ignites fires in the holes. Barking out a set of Hooker 1.75-inch long-tube headers, the 496 produces 553 hp and a very impressive 618 lb-ft of torque at just 3,900 rpm.

Farther down the drivetrain, Darryl's decision to mate an Olds motor with a Ford AOD transmission may seem like a curious one, but he says that it's very well suited to endure the big-block's meaty lumps of torque. The Ford trans feeds a Moser 12-bolt rearend fortified with 31-spline axles, 3.90:1 gears, and an Eaton limited-slip differential. Straight-line grip comes courtesy of Mickey Thompson drag radials wrapped around 15-inch Billet Specialties wheels. After dropping in the new engine combo, the Olds ripped off an 11.97-second pass at 115 mph on its shakedown run. Once the track reopens for the summer, Darryl hopes to pare the e.t. down to 11.50.

In contrast to the million-dollar builds of the world, Darryl's Olds takes a more low-key, back-to-basics approach, where pragmatism takes precedence over bling. And we love it. Since the 442 was destined for street/strip duty from the get-go, he simply rebuilt the suspension to stock specifications. When confronted with header clearance issues, Darryl swapped over to a manual steering setup instead of ponying up for a new power steering box or custom pipes. The same logic applies to the disc brake conversion, which was heisted off of a G-body. Sure there are some high-tech methods for actuating the brake pedal in cars with big cams, but Darryl opted to go manual and stomp on the pedal harder instead. Inside, the only non-stock hardware you'll find is enhanced instrumentation and a Hurst shifter.

Had Darryl put that same $10,000 purchase price 12 years ago toward a rusted-out Chevelle instead of a freshly restored 442, there's a very real possibility that he'd still be monkeying around with sheetmetal repair. Instead, he's terrorizing the streets in a fully finished 11-second ride that doesn't look like every other cookie-cutter A-body out there. Hopefully the Chevy boys will pay closer attention to the badges on back of Darryl's 442. Then one day maybe they'll figure out which alternative muscle car that they lump under the B-O-P umbrella just smacked down their Bow Tie. It probably won't seem so generic then!

By The Numbers

1968 Olds 442
Darryl Reid, 57 • Menifee, CA

Engine

Type: Olds 496ci big-block
Block: factory 455 block bored to 4.180 inches
Oiling: Melling pump, Moroso pan
Rotating assembly: Eagle cast 4.500-inch crank and steel rods; MAHLE 11.0:1 forged pistons
Cylinder heads: ported Edelbrock Performer RPM aluminum castings with 2.072/1.680-inch valves
Camshaft: COMP Cams 230/230-at-.050 hydraulic roller; .490/.490-inch lift; 110-degree lobe-separation angle
Valvetrain: COMP Cams lifters and timing set; Manton pushrods
Induction: Offenhauser intake manifold, Quick Fuel Technology 4500 carburetor
Ignition: MSD distributor, coil, and plug wires
Exhaust: Hooker 1.75-inch long-tube headers and dual 3-inch mufflers
Cooling: Be Cool radiator and dual electric fans; Meziere water pump
Output: 553 hp at 5,500 rpm and 618 lb-ft at 3,900 rpm
Built by: Bob Earleywine Performance (Winchester, CA)

Drivetrain

Transmission: Ford AOD overdrive and 2,800-stall converter; Hurst shifter
Rear axle: Moser 12-bolt rearend with 31-spline axles, 3.90:1 gears, and Eaton limited-slip differential

Chassis

Front suspension: stock
Rear suspension: stock
Brakes: factory GM disc brakes, front and rear

Wheels & Tires

Wheels: Billet Specialties Street Lite 15x4, front; 15x8, rear
Tires: Mickey Thompson Sportsman 26x8.5x15, front; Mickey Thompson 275/60R15 drag radials, rear