Stunning Roadster Shop-Built 1967 Chevelle with Supercharged LS Power

Roadster Shop took a 1967 Chevelle that looks period-correct from fifteen feet away and hid a 680-horsepower supercharged LS, a custom Fast Track chassis, and a six-speed manual underneath it. The build keeps its original-style interior and chrome trim intact, proving a genuine pro touring monster does not have to look like one. Read on to find out what’s really under that Onyx Black paint.

Spend enough time around European sports cars and, according to the old assumption, you’ll lose your ability to appreciate anything with a solid rear axle and a carburetor — let alone build one properly. This 1967 Chevelle exists specifically to prove that assumption wrong, and it doesn’t do it quietly. Roadster Shop took a classic A-body silhouette that most people associate with straight-line muscle and gave it the kind of chassis, power, and poise that would embarrass plenty of cars wearing far more exotic badges.

An LS With a Serious Whipple Problem

Under that arrow-straight PPG Black hood sits an LS3 bored out to 416 cubic inches and fed by a 2.9-liter Whipple supercharger, a combination good for 680 horsepower and 637 lb-ft of torque at the wheels — numbers that put this Chevelle well into supercar territory despite its 1967 body lines. A built TREMEC T-56 Magnum six-speed handles the power before sending it back to a 9-inch rear end geared at 3.90:1, a setup built to put that supercharged torque down rather than just spin the tires away.

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A Chassis That Isn’t Stock, on Purpose

Roadster Shop didn’t try to make the factory chassis work harder — they replaced it outright with one of their own Fast Track units, the kind of ground-up handling upgrade that transforms how a 1960s muscle car actually behaves in a corner rather than just how fast it goes in a straight line. It’s the difference between a car that’s fast on paper and one that’s genuinely composed at speed.

Restraint Where It Counts

The build’s real trick is what Roadster Shop didn’t change. The interior stayed close to period-correct with the original-style bucket seats simply restitched, and the exterior kept its original chrome trim rather than shaving everything smooth in the name of a cleaner look. The result reads as a stock ’67 Chevelle from fifteen feet away and a genuine pro-touring monster the second the supercharger whines to life.

Why LS Swaps Dominate the Pro Touring World

The LS-family small-block has become the default engine swap for serious A-body builds for reasons that go well past raw power. It is compact, lighter than the iron big-blocks GM originally offered, and supported by an aftermarket deep enough to source forged internals, custom camshafts, and specific displacement combinations like the 416-cubic-inch stroker under this Chevelle’s hood without ever touching a custom-fabricated part. Add a Whipple supercharger, itself better known in modern Ford and GM factory performance circles, and the result is a drivetrain combination that would have been unimaginable to a Chevelle buyer in 1967, delivering supercar-level output while staying tunable, serviceable, and built almost entirely from parts a shop can order rather than fabricate from scratch.

What a Fast Track Chassis Actually Replaces

Roadster Shop’s Fast Track platform is not a modification of the factory Chevelle frame, it is a purpose-built chassis that a donor body gets mounted to, complete with its own front and rear suspension geometry, brake mounting points, and steering rack location engineered around modern tire sizes rather than 1967 bias-plies. That distinction matters because bolt-on suspension upgrades on an original frame are always working around decades-old geometry, while a clean-sheet chassis lets a builder set roll center, anti-dive, and anti-squat numbers that a factory engineer in the muscle car era never had the tools to calculate. It is the single most expensive line item on a build like this, and also the one that determines whether the finished car merely looks fast or actually is.

The Pro Touring Movement’s Roots

Pro touring traces back to the late 1980s and early 1990s, when a handful of builders started asking why a classic muscle car had to choose between straight-line power and the ability to actually turn and stop. Shops like Roadster Shop built their reputations specifically in this space, and the category has since grown from a fringe hot-rodding niche into a full segment of the collector market with its own magazine coverage, SEMA show presence, and dedicated auction categories. A car like this Chevelle represents the movement at its most mature, using a factory-correct body and largely stock-appearing cosmetics to disguise a chassis and drivetrain that owe far more to modern engineering than to 1967 Detroit.

680 Horsepower Against the Factory SS 396

Chevrolet’s own 1967 Chevelle SS 396 topped out around 375 horsepower in its hottest L78 form, a number that made it one of the quickest cars sold that year and still defines what most people picture when they hear “muscle car Chevelle.” This build’s 680 horsepower and 637 lb-ft nearly doubles that factory ceiling while running through a modern six-speed and a 9-inch rear rather than the two-speed Powerglide many SS 396s left the factory with, a gap that says less about 1967 engineering being weak and more about how far pro touring builders have pushed what an A-body chassis can absorb.

Why Buyers Choose a Build Over a Numbers-Matching Original

A documented, numbers-matching SS 396 commands real money precisely because it is original, and that originality is exactly what a pro touring build sacrifices from the start. Buyers who choose a car like this instead are paying for a different kind of value, engineering, fabrication, and drivetrain integration that a factory-original car can never offer, and a build sheet from a respected shop like Roadster Shop carries its own kind of provenance in that market. It also means the car can be driven hard on a back road or an autocross course without anyone flinching about matching-numbers value, which is precisely the point of building one in the first place.

What a Build Like This Costs to Put Together

A ground-up Fast Track chassis swap, a built 416-cubic-inch LS3 with a Whipple supercharger, and a TREMEC six-speed do not come cheap, and shops like Roadster Shop routinely see builds at this level land well into six figures once paint, interior work, and dyno tuning are added to the chassis and drivetrain costs. That price tag is part of why builds like this stay relatively rare even as the pro touring category has grown, and it is also why a shop’s reputation matters so much to buyers commissioning one, since a build this complex leaves very little room for a fabricator to get the geometry or the tune wrong.

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